Train stop



Sept. 29, 1931. M. MAILE TRAIN STOP Filed Sept. 24. 1930 5 Sheets-Sheet l IN V EN T012 5 Sheets-Sheet 2 [NI 11 N2 0? c'llwdfiale H ik...

M. MAILE TRAIN STOP Filed Se t. 24. 1930 Sept. 29, 1931.

M. 'MAILE' TRAIN STOP Sept. "29, 1931'.

Filed Sept.

24, 1930 5 Sheets-Sheet 4 k a M ,mhu fl m J. I w

- device for controlling the progressof a train. which will cause the same to stop if the track ahead is occupied, and at the same time indi- Watented Sept. 2@, ligdll ,sztnoa MIGHAEL HAILE, OF PHILADELPHIA, 'EENNSYLVANIA TRAIN STOP Applicationfiledlseptember 24, 1930. Serial no. 483,997.

" My invention relates to new and useful im-. provements in a train stop or an automatlc cate to theengineer or operator of the train whether or not the track ahead is clear, and more particularly to provide a visible and/or audible signal in conjunction with the train stop mechanism, although the latter mechanism may be used separately and independ- V ently.

Another object of the invention is to pro-, vide a structure of the character set forth .which may be installed on a locomotive or other railway vehicle, which will be relatively simple in construction and also will be automatically operated under certain conditions to open the electric switch and release the air from the air brake system.

A further object of the invention is to provide means for placing the stop mechanism,

in condition for emergency operation during the travel of a train through each block of a track divided into blocks while preventing its operation if the block ahead is clear or unoccupied.

A still provide means for operating the mechamsm either continuously or intermittently,=accordin g to theparticular character of such mechanism.

With these ends in view, this invention consists in the details of construction and combination of elements hereinafter set forth and then specifically desi ated by the claims. In order that those s illed in the art to which this invention appertains may under? stand how to make and use the same, I will further object of the invention is to describe its construction in detail, referring by numerals to the accompanying drawings formlng a part of this application in which: Fig. 1 is a diagrammatic view of the mechamsm for controlling ,the power and air brakes of an electrical railway train or vehicle, the several parts being conventionally illustrated 1n perspective.

Fig. 2 Is also a diagrammatic illustration of theniechanism for controlling the power and air brakes of a steam railway train or vehicle.

Fig. 3 is a perspective view of a casing with the cover or closure removed and which may ,be installed within a railway vehicle and illustrating some of the essential parts of the mechanism, which are used to o erate the power control device and air bra es and a support which may be a part of the railway vehicle partially broken away to illustrate the connection with a moving part of the vehicle whereby the mechanism will be actuated.

Fig. 4-is an edge view of the safety pin lever and component parts showing the relationof the safety pins to the operating hooks.

F1g. '5 is a diagrammatic view of the electrical circuits of a block signal system, illustrating the manner in which the current controlling said signals also controls a mechanism to operate the power control and brakes.

Fi 6 is a view of an electrical circuit for providing visible signals within the train or vehicle and which may be used in conjunction with the mechanism illustrated in Fig. 3.

Fig. 7 is a view similar to Fig. 3, but of a modification. 1

Fig. 7 a is a view of another motion transmitting mechanism which is particularly adapted for use in connection with the structure shown in Fig. 7.

Fig. 8 is a fragmentary longitudinal sec-- tion view through the axis of thedual rest levers.

Fig. 9 is a fragmentary view of a certain device for producing an audible signal which may be used in conjunction with the mechanism of Fig. 3.

Fig. 10 is' a view of'the track arrangement and electrical circuits for operatin a mechanism such as illustrated in Fig.

Fig. 11 is a diagrammatic view of a flexible drive for the oscillating operating hooks as it would appear looking from'above, which can be substituted for the drive shown an Fig. 3, the extensible connector belng -1llus trated in section.

Fig. 12 is a side-view of F1g. 11. In carrying out my invention as herein embodied, particular reference being had to Fig. 1, 15 re resents the air brake valve for controlling the passage of the operating fluid from the suppl pipe 16 to the train line and exhaust 17. onnected with the exhaust pipe 17 is a branch pipe 18 leading to a valve 19 of the gate or slide type and to said valvev is connected an outlet pipe 20. At some suitable point between the connect on of the branch pipe 18 with the'exhaust pipe 17 and the valve 19 is located a regulating valve 21. When the valve 19 is opened by movlng its slide or gate outward the fluid will escape and permit the brakes to be actuated, and t e operation of said valve Wlll be later described. The valve 19 is to be manually closed bya hand lever 19a. 0

The controller for the electr c current of an electrically operated railway vehicle is represented by the numeral .22, and is connected in any suitable manner by the necess ry and usual conductors 23 with an electrlc switch'24 including a hinged or swingingly mounted switch blade 25. Suitably mounted in association with the switch is a bell crank lever 26 pivoted as at 27 and havin one of its arms 28 located behind a part 0 the switch blade structure as for-instance behind the handle 29, while the other arm 30 of the bell crank lever is connected with a longitudinally sliding hook 31, and this connection may be made by passing the end of the arm 30 through a slot 32 in the end of the hook. The shank or body of the hook 31 may be slidably mounted in any suitable manner, but for convenience of illustration I have shown it passing through a guide 33. The parts of the power shut off mechanism may be returned to normal positions by a spring 31b, or by closin the switch through the medium of the hand e 29. t

Another hook 34 similar to the hook 31 is connected with the stem 35 of the gate or slide of the valve 19, and said hook 34 is also slidably mounted as in a guide 36. The nose of each of these hooks is turned up and 1s beveled both inside and outside, as md1cated by the numerals 37 and 38, respectively.

As shown in Fig. 2, the invention may also beused in connection with steam railway ve-" hicle, and where parts are identlcal in con-' struction the same reference numerals are used and this applies particularly to the air brake valve and the connections for the auto-. matic operations of theair brakes. The particular parts which are different are those relating to the power cut-off, which includes a pipe 39 forming the connection between the supply pipe 16 and a cylinder 40. In the pipe 39 is a valve 41 similar to the valve 19 for controllin the assage of air from the source of supp y to t. e cylinder, and the gate or slide of said valve 41 is connected with a a hook 31a. In thc'pipe 39 is also located a manually operated waste valve 42 whereby air which has entered the cylinder 40 may be exhausted therefrom after the valve 41 is closed. Said valve is manually closed by a hand lever 41a.

Within the cylinder 40 is a slidably mounted piston 43, and in order that said piston may operate freely in one direction the cylinder is provided with a vent 44. Connected with the piston is a'piston rod 45 passing through the endof the cylinder opposite the vent and connected with a yoke 46, which surrounds the throttle lever 47 and engages one end of the releasing lever 48 which is pivoted intermediate its ends on the throttle lever. The nose of said releasing lever co-acts with a lug 49 on the connecting rod 50, which latter controls the pawl 51 cooperating with a ratchet 52 arranged in the arc of a circle about the pivot point of the throttle lever, and said connecting rod is also fastened to the usual handoperated lever 53. The throttle lever is connected with the usual rod 54 leading to the steam control valve, so that the operation of said throttle lever will shut ofl or admit the steam to the cylinders.

In both forms of the mechanism so far described and illustrated in Figs. 1 and 2, when the book 34 is moved outward the valve 19 will be opened, thereby releasing the air from the air brake system to cause the brakes to be applied. Prior to the application of the brakes it is desirable that the power operating the railway vehicle be shut 01?, and as shown in Fig. 1, when the hook 31 is moved outward the bell crank lever 26 will be actuated to move the switch blade in that direction which will open the switch or break the circuit throughthe controller 22, but with a structure such as shown in Fig. 2 upon the movement of a similar hook 31a the valve 41 will be opened permitting air to pass from the supply side of the air brake system into the cylinder 40 so as to move the piston 43 in the roper direction for actuating the throttle ever. The movement of the piston causes the yoke to first contact with the releasing lever 48, which will disengage thepawl 51 from its ratchet through the medium of the lug 49 and the connecting rod 50, after which the continued movement of the yokewill'carry the throttle lever to theclosed position. When it is desired to release the throttle lever the waste valve 42 .is opened subsequent to the closing of the valve 41, and the piston 43 then may be freely moved.

i so

tudinally, and therefore each is pivoted at the end opposite the hooked end, to one end of a lever 57 pivoted near one end, as at 58, to some part of the vehicle 59, while-the other end of said lever 57 is connected with the longitudinally sliding pitman 60 mounted in a suitable guide 61 conveniently mounted and supported, and said pitman may be reciprocated through the medium of an eccentric strap 62,

'slidably mounted in guides 62a and connected with the pitman by a double universal joint 62b and a portion ,of the strap surrounds an eccentric 63 mounted upon the axle 64 of the vehicle, one of the wheels 65 on said axle being shown. This will permit the vehicle body to turn relative to the supporting wheels or trucks. I

The operating hooks 55 and 56 are projected through suitable openings in opposite walls of a casing 66 conveniently mounted within the railway vehicle and the upward movements of said operating hooks may be limited by the walls of 'the casing 'surroundingthe openings through which the hooks pro ect, or other convenient means such as a part of the'guide 67, and said hooks are normally forced downward by means of springs 68 which may be fastened to a support or bracket 69.

At certain times the free ends of the operating hooks 55and 56 are supported bywithdrawable safety pins 7 O and 71 arranged for and 56, and said pins are carried by the bifurcated upper end of the safety lever 2 pivoted intermediate its ends as at 73, while the lower end of said safety lever co-acts with a temporary holding and retarding member 74, pivoted at one end as at 7 5130 a portlon of the casing. 66, whilethe free end of said member 74 is'provided with a lug 76, so that lever 72 may be held in either of two positions defined by opposite sides, of the lug 76, and said member 74 is normall moved upward by a spring 77. The sa ety lever 72 is limited in its movement in one direct1on by the stop 78 and also limited in its movement in the oppositedirection by a stop 79. The lever-72 carries an armature 80 at a suitable location below its pivot point 7 3 so that said lever may be moved in one direction or in that direction which will project the safety pins 7 0 and 71 under the hooks 55 and 56 by means of electromagnets 81 which are connected by a conductor 82 with a brush 83 to make contact with a short contact strip 84 adjacentto the track rails, and also by a conductor 85 with the'ground or return represented by the wheels of the railway vehicle.

co-action, respectively, with 'thehooks 55' The safety lever 72 is moved in the o posite direction for withdrawing thesafety pins '7 0 and 71 from beneath'thei'r respective operating hooks 55 and 56 bymeans of a bell crank lever 86 pivoted in a bracket 87 supported within the casing, the arm 88 of said bell crank lever engaging the safety lever 72 above its pivot point 73, while the arm 89 of'said bell crank lever 86 cooperates with a cam 90 rotatably mounted on a shaft or axle 91 fixed within the casing, and if found desirable the arm 89 may be provided with an anti-friction roller 92 which is held in contact with the cam 90 by a spring 93 shown in Fig. 3.

From the foregoing descriptionit will be obvious that during certain periods the safety pins 70 and 71 will under-lie their respective hooks 55 and 56, which pins will have been projected there beneath due to the magnets 81 being energized, while during other periods the safety pins 7 O and 71 will be withdrawn from beneath the hooks 55 and 56 due to the operation of the bell crank lever 86 by the cam 90, as shown in Fig. 4. The pins 70 and 71 are very short, so that a relatively small movement of the safety lever 72 will project the pins beneath the operating hooks or withdraw said pins from beneath the operating hooks, and said hooks never engage the pins during movement of the safety lever since the release of said hooks is-timed to take place after the safety lever has been moved into one of its positions.

of the operating hooks, while the other part of each co-acts with a cam, which cams thereed on the shaft 91 and designed to normally I revolve in unison with the cam 90, and if found desirable the parts of the rest arms 94 and 95 which cosact with their respective cams may be provided with anti-friction rollers 98. The proper arts of the rest arms 1 are held in contact wit the -cams by meansof springs 99.

So long as the safety pins 70 and 71 or the rest arms 94 and 95 are in position'to engage their respective operating books 55 and 56,

then said operating hooks cannot engage with the books 31 'and' 34, but should the safety. pins-70 and 71 and the rest arms 94 and 95 be withdrawnfrom the path. of travel of the operating hooks 55 and 56, then said operating hooks will descend, and engage their respective books 31 or 31a and 34 to operate the means for shutting ofi' the power and also open the valve 19 to cause an application of the brakes.

the same as the operating hooks 55 and 56, is a cam operating hook 100 preferably carried by the inner shank element 101 pivoted at 102 to the intermediate shank element 103 which in turn is pivoted. at 101 to the outer shank element 105, which as before mentioned is pivotally connected with the upper end of the lever 57, and these separate shank elements are held in alignment by springs 106 and 107. The hook 100 is designed to cooperate with the ratchet wheel 108 and intermittently revolve the latter, and since the ratchet wheel is connected with the cams they will all be moved in unison and held against retrograde movement by a pawl 109 held in engagement with the ratchet wheel by a spring 110. I

The cam operating hook 100 isnormally maintained out of engagement with the ratchet wheel 108 by a rest 111 carried by or formed as apart of the arm 112 of the lever 113, while the other arm 11 1 of said lever coacts with a cam 115. The elevating movement of the lever 118 is limited by a stop 116 while the arm 11 1 of said lever is held in engagement with the cam by a spring 117. The cam 115 is also mounted on the shaft 91 and revolves-in unison with the other cams. It will be obvious that the cams may be made in a unitary structure.

On some suitable portion of the combined ratchet wheel and cam structure is a lug 118 or its equivalent, the same'being here shown as mounted on a face of the ratchet wheel, and said lug is adapted to be engaged by a start ing pawl 119, pivot-ally connected with a vertically moving rod 120, said rod and starting pawl being normally forced upward by spring 121, and said starting pawl 1s normally held in alignment with the rod 120 by a spring 122 which will permit the lug 118 to passthe nose of the starting pawl as the wheel returns to its normal position. The lower end of the rod 120 extends through the bottom of or down the sides of therailway vehicle so that the lower end of said rod may be connected with an end of the rocking lever 123, pivoted at 1241 intermediate its ends to a suitable support, as forinstance, a part of the railway vehicle or a ranger depending therefrom, while the other end is free to be acted upon by a ramp 125 located adjacent to the rails of thetrack on which the railway vehicle travels and in the path of travel of said rocking lever, and said free end of the rocking lever 123 may-have a roller 126 thereon. The free end of the lever 123 is nor- .mally forced downward by a spring 127 and the movements of said lever are limited by the stops 128 and 129.

96 controlling the rest arm 94. 1s shorter than the cam 97 controlling the rest arm 95, and

I therefore during rotation of the cam struc- Also pivotally connected with the lever 57,

ture the operating hook 55 will be. released by its rest arm prior to the operating hook 56 being released by its rest arm, and therefore when a condition is present necessitating the operation of the device the power will be shut oil prior to an application of the brakes. Also it will be noted that the contact strip 81 is so positioned relative to the ramp 125 that the brush 83 will engage said contact strip 8 1 some time prior to the free end of the rocking lever 123 engaging the ramp 125.

From the foregoing description particular reference being had to Fig. 3, it will be noted that when a train equipped with this mechanism is running between signal points the cam mechanism is at rest and in the position shown in Fig. 3, but the safety lever 72 will be in the out position. In other words, the lower end of the safety lever 72 will be in engagement with the stop pin 79 and the upper end of said safety lever will be in the position to one side of that illustrated, so that the pins and 71 will be withdrawn or out of the path of travel of the operating hooks 155 and 56. This is true because the high part of the cam actuates the bell cranl: lever 86 just rpior to the parts coming to rest, and therefore the roller 92 on the bell crank lever86 is in engagement with a low part of the cam 90 due to the action of the spring 93-.

During this time the rollers 98 of the rest arms 94 and will be in an engagement with the high parts of the cams 96 and 97, so that said rest arms will be in an engagement with the operating hooks 55 and 56 to prevent them from descending, although the safety pins have been withdrawn as above set forth. Also the cam engaging end of the lever 113 will be on the high part of its cam 115 and therefore the rest 111 will be in engagement with the hook so as to hold said hook out of engagement with the ratchet wheel 108.

U pon approach of a train to a signal point, the brush 83 engages the contact strip 8 1., and if the block ahead is clear the contact strip 8 1 will be alive or hot, and therefore the electromagnets 81 will be energized to move the safety lever 72 to the position shown in Fig. 3 so that the safety pins 70 and 71 will be in the path of travel of the operating hooks 55 and 56.

Shortly after the safety pins are placed in the path of travel of the operating hooks 55 and 56 the free end of the rocking lever 123 will engage theramp and thus move the starting pawl 119 downward against the action of the spring 121. lhis'movement of the starting pawl" will bring it into engagement with the lug118 on the ratchet wheel 108 and turn said ratchet wheel a distance at least sufificient to remove the high part of the the time the railway vehicle is moving, said hook will intermittently revolve the combined cam and ratchet wheel structure, causing the cam 96 to first be disengaged from its rest arm 94 so as to releasethe operating hook 55, and

shortly thereafter the cam 97 will be disengagedfrom its rest arm 95 so as to subsequently release the operating hook 56. When the rest arms 94 and 95 have been withdrawn from their respective operating hooks 55 and 56, said operating hooks will descend and rest on the safety pins 70 and 71 providing the electromagnets 81 have been energized as before said, and therefore said operating hooks 55 and 56 will not engage with the companion hooks 31 and 34, respectively.

The combined cam and ratchet wheel structure ,will' be rotated until the cams .96 and 97 are again moved into engagement with-the rest. arms 94 and 95, so that said rest arms will once more support the operating hooks and 56, (and shortly thereafter the high part of the cam 90 will act upon the bell crank lever 86 to withdraw the pins and 71 out of the path of travel of the operating hooks 55 and 56, and finally the cam 115 will engage the arm 114 of the lever 113 to move the rest 111 into engagement with the cam operating hook 100 and lift the sameout of engagement with the ratchet wheel.

Should the block ahead of the one in which the vehicle is traveling be occupied and therefore the si 'nal be in a danger position, the contact strip 84 will be dead so that the electromagnets 81 will not .be energized, and therefore the safety pins 70 and 71 will not project into the path of travel of the operating hooks 55 and 56but instead will remain in the out position. lhen when the cam structure is operated as before stated and the rest arms 94 and 95 are moved downward to release the operating hooks 55 and 56 therefrom to permit their descent, then said operating hooks 55 and 56 will move into engagement with the hooks 31 and 34 and when the upper end of the lever 57 moves outward the hooks 31 and 34 will be moved to first cut 0d the power and subsequently make an appli cation of the brakes.

The combined cam and ratchet wheel structure may "be retarded in itsmovements by a brake band 130, having one end anchored andmassing around a drum 131 connected with the cam structure, while the other end of said brake band is connected with a spring 132 to hold the brake hand under tension.

any BE mounted on the, shaft 91, and this gear meshes with another gear 192 so as to revolve an escapem'ent wheel 193 and actuate a hammer 194 of a. bell 195 or other audible signal,-thereby indicating to the operator of the vehicle that the device is in operation or that the cam structure is revolving.

In Figs. 7 and 7a,'I have shown'another method of oscillating the several operating hooks and providing for the necessaryflexibility between the train stop mechanism which is installed in a vehicle body and-the motion transmitting mechanism partly assembled on the railway vehicle truck, a part of which engages the track so that the several parts must assume different positions relative to one another both vertically and horizontally.

In this form ofthe invention the oscillating operating books 55 and 56 and the ratchet wheel operating hook are all connected with a single oscillating cross head 133, Fig.

7, which is actuated from a wheel 134, Fig. v

7 a, preferably of rubber or rubber tired. The .wheel 134 is adapted to run upon a track rail 135 and said wheel is fixed to a suitable shaft 136, conveniently supported by the railway vehicle truck. Said wheel and shaft are separate from'the running gear.

On the shaft 136 is mounted a worm 138, meshing with a worm gear 139 fixed on one end of a shaft 340 suitably journalled in bearings carried by the vehicle truck. On the opposite end of said shaft 340 is a gear 341 meshing with a pinion gear 342 fixed on the shaft 343 preferably at one end thereof and said shaft is suitably journalled on the truck. On the shaft 343 is also a bevelled gear 344 meshing with a pinion beveled gear 345 fixed to a shaft 346 having one end journalled in a bearing 347 which is rotatable about the shaft 343 thereby permitting the gear 345 and component partsto wal about the gear 344 to permit certain angu ar adjustments of the shaft 346 and in order that this may be accomplished without the likelihood of the gears becoming unmeshed, a strap bearin 48 surrounds the shaft 346 adjacent its inner or freeend.

One part of a double universal joint 349 isconnected with the inner end of the shaft 346 and another part of said double universal joint 349 is connected to a two-piece shaft designated by the numerals 350 and 351'. The parts of the two-piece shaft, are connected with a sleeve 352, one part, as 351, being fixed to the sleeve and the other part has a pin 353 registering with the longitudinal through-and-through slot 354 in the sleeve 352, which permits the two parts of the twopiece shaft to slide or move longitudinally or endwise relative to each other and still revolve together. A

On. the part 351 of the two-piece shaft is mounted a gear 355which meshes with a gear 356, said gears being maintained in engagement by the strap bearing 357 which will permit the two-pieceshaft to move a limited amount about the axis of the gear 356. The gear 356 is fixed on a shaft 140 j ournalled in suitable bearings 141 and a thrust bearing 358 and on said shaft 140 is a bearing 359 to receive the outer end of the part 351 of the two-piece shaft so that it can move sidewise within the bearing 357 and the gear 355 can move around the gear 356. The upperend of the shaft 140 is provided with a crank 142 which crank is pivotally connected with a pitman 143 having pivotal connection with the cross head 133.

Associated with the combinedcam and ratchet wheel structure shown in Fig. 7 is a stationary plate 144 having numerals 145 thereon, one of which is associated with each tooth of the ratchet wheel, and revolving with the combined cam and ratchet wheel structure is a hand or pointer 146 to indicate the relative position of the moving parts at all times. The ointer is provided with a knob 147 whereby the combined cam and ratchet wheel structure may be rotated for manually setting the same when desired.

In this particular form of device the automatic means for holding the ratchet wheel operating hook 100 in an inoperative posltion is eliminated, because it is unnecessary and for the same reason the initial starting device has been discarded. As a substitute for the retarding brake I have shown a plate spring 148 bearing upon the face of the cam -s'tructure so as to prevent undue movement of the combined cam and ratchet wheel structure. The ratchet wheel operating hook 100 may be held out of engagement with the ratchet wheel byany suitable manually operated holding member 149, here shown as a rotatable device journalled in a wall of the casing, and by swinging this member 149 to a vertical position the operating hook 100 will be supported thereon and held out of engagement with the ratchet wheel.

In Fig; 10 I have shown a diagram of a track arrangement and circuit for use in connection with the modification shown in Fig. 7 in which the track is represented by numeral 150, which track is divided into a number of insulated blocks, said blocks being divided into sections 151, each of a len equal to three hundred times the circum erence of the wheel 134, and midway between each of these blocks is a contact 152 electrically connected with a conductor 153 leading from one side of a source of electrical energy 154, such as a battery, and this conductor 153 is electrically connected with one of the rails of the track while from the source of electrical energy leads another conductor 155to the remotest point in the preceding I block from the electric source.

' Frointhe foregoing it will be noted that as memos the wheel 134 passes along the track rail it will be revolved and during each revolution will actuate the books 55, 56 and 100, and since the hook 100 is cooperating with the ratchet wheel 108 the latter will be intermittently rotated clockwise, and since the cams are connected with the ratchet wheel said cams will be rotated. The ratchet wheel is to be so set that when the parts have rotated so that the hand or pointer 146 is at about the location between numerals 21 and 25 on the indicator plate 144, the brush 83 will engage one of the contacts 152 causing the electromagnets 81 to be energized for projecting the safety pins and 71 beneath their respective books 55 and '56. This, of course, is assuming that the block ahead is clear. Should the block ahead be occupied by another railway vehicle or train, the electric current will be short circuited from the contact 152 in the block behind, and the safety pins 70 and 71 will not be projecting beneath the hooks 55 and 56 after having been previously withdrawn due to the action of the cam on the bell crank lever 86, and then when the low partscof the cams 96 and 97 reach the rollers 98 the rest arms 94 and will be moved out of contact with the operating books 55 End 56, thus permitting said operating hooks to drop and engage the hooks 31 and 34, respectively, and the continued oscillation of the operating books 55 and 56 will operate the proper parts to shut off the ower and cause the brakes to be applied.

Should the train travel a sufiicient distapce after the brakes have been applied to cause the cam mechanism to make a complete revolution, then the parts of the operating mechanism which include the cams will be reset automatically, but should the train be brought to a standstill within a distance less than that required to remove the cams one complete revolution, it will be necessary to revolve said cam mechanism manually-which may be done in any suitable manner by an one having access thereto. For instance, t e conductor of the train might have a key which would give him access to the mechanism, and if desired, some means could be used to indicate to the oiiicials that the device had functioned. After resetting the camsor operating mechanism the slide valve 19 is closed manually and the switch 24,- Fig. 1, is closed which will return the assbciated parts to their normal positions or with the structure shown in Fig. 2, the waste valve 42 will be opened to remove the excessive pressure behind the piston 43 so that the throttle lever 47 may again be manually actuated. After the parts have been reset as above outlined everything is in condition for the railway vehicle or train to proceed.

Beside the track 150 are shown a number of stations 157, 158 and 159 in definite'locations relative to the blocks and the contacts 152, it being understood that each time the brush 83 engages a contact 152 the hand or pointer 146 is in identically the same locality or position relative to the numerals on the indicator plate. This being so, each station may'have a number according to its location relative to an adjacent contact 152, so that when the train is passing any station the pointer 146 should be adjacent thenumher on the indicator plate corresponding with the number on or ofthe station, and if this is not so the combined camiand ratchet wheel structure must be rotated until they do correspond. This makes it possiblefto adjust for slippage of the wheel 134.

If no" adjustment was to take place it would bepossible for the parts to become so positioned'that the safety pins and 71 would be projected across the paths of travel of the hooks 55 and 56' while in a lower position, or said safety pins and rest arms 94 and 95 might be removed from the path of travel of said hooks 55 and 56 when the block ahead is clear; 1

-As illustrated in Fig. 5, the track system is as follows The track is divided .into blocks A, B, C,

D, E and F, each block including the rails and 161 and .the semaphore lights or signals 175 and 180, the former being red and the latter green, are provided for each block. v A battery 167 is connected to the rails 160 and 161 in each block, and from the rail 160 in the block F the wire 172 leads to the light or signal 17 5 at the junction of the blocks E and F through the resistance coil 173, and thence through the branch wire 220 to the rail 160 in the block E, while the branch wire 220a leads through the second resistance coil 178 to the green light or signal 180 and thence to the .rail 160 of the block D, making one series including three blocks.

The wire 171 leads from the rail 160 in a succeeding block to the contact strip in a preceding block.

Each series of three blocks is'likewise con From the foregoing it will be obvious that ,a train in block F will short-circuit the rails 160 and 161. and thereby prevent current from flowing through the wires 172 and 220a holding the signals against a train in blocks E and D, and also cutting the current out of the contact strip 165 in'block E,-thus A stopping the on-coming train in block E.

The same thing takes place in each series of blocks under like conditions.

The rail 161 of block F, representingground, is connected by the wire 221 to the rail 161 in block E and also to the same rail in block D, so that this part of the circuit also connects three blocks in series. The ramps 125 actuate the leverl23 on the locomotive during the passage of the train over the track for the purpose before described.

The signal 17 5 at the junction ofithe blocks E and Flis normally'red, the same as all other similar signals when no train is on the track or in any block. As a train enters block E the current from the battery 167 in block F will pass through the rail 160 in said. block F to the wire 172 connected therewith, to the resistance 173, to the light 175 at the junction of blocks E and F, to the other part of the wire 172, to the wire 220, to the rail 160 'in block E, through the train in said block, to the rail 161 and back to the battery, thereby actuating the signal so that it will show white and indicate that block F is clear just before the train in block E passes into Said block F. V

At the same time the signal at the j unction of blocks D and E is normally green and is the caution signal, but resistance 178 associated therewith will prevent the current from going through said signal and'therefore it will remain green. At the same time the train will have short-circuited the battery 167 in block E, and therefore the signal 17 5 at the junction of blocks D and E will return to the danger position and show a red light,

thereby indicating that block E is. occupied by a train, and even though a train enters block D the latter cannot change the circuit from the battery in block E, and therefore the signal 175 at the junction of blocks-D and E cannot be changed to show a clear sueceeding block. 1

When the train in block E passes on into block F, a train in block D will close a circuit from the battery 167 in block E through the rail 160 in said block to the wire 17 2 connected with the rail 160 in block E, to the i'e-' sistance 173, to the signal 175 at the junction of blocks D and E, to the other part of'the wire 172 directly back to the track 160 in block D, through the train to track-161 and back to thebattery 167 in block E, causing the signal 175 at the junction of blocks D .and E to produce 'a clear or white indication.

At the same time the train in block F short"- circuits the hatter 167 in said block F so that' current fails to ow through the danger or red signal 175. atthe junction of blocks E and F and through the green or caution signal 180 at the junction of blocks Dgand E even though'a train passes into block D or block E, thus indicating that a train is occu pying block F.

Upon'the entrance of the train into block D the battery 167 in'said blOCkvD will be short-circuited and therefore the signals at the junction of block'sC and D will not'be aii'ccted by the entrance of said train into block D, or if said signals have previously been moved to the clear position they will now return to their normal danger indicating positions, while the circuit through the signal 175 at the junctions of blocks D and E having been completed by the entrance of the train into bloclr D the said signal 175 will be moved to the clear position as above stated.

In Fig. 6, l have shown an arrangement by which the conditions of the railway line may be visibly indicated to the operator of the vehicle, in which figure the lever 72 is provided with a suitable contact 196 for engagement with either of the terminal contacts 197 and 198, accordil'i'g to the position of said lever 72 .which is controlled the same as herein before described.

The contact member 196 has a conductor 199 connected therewith. and leading from a source of electrical energy 200, such as a motor or generator, and from said source of energy leads a conductor 201 to one side of the two lights 202 and 203, the former being a white or clear and the latter a red or danger signal. 0

From the other side of the clear signal 202 leads a conductor 204- to a spring contact 205 which is adapted to cooperate with another spring or movable contact 206, from which leads a conductor 207 to the common return conductor 199; also a normally closed circuit is provided through the signal 202 as follows :Through 200, 201, 202, 204, 205, 206, 207 and back to 200.

With the clear signal 202 is also connected a conductor 208 here shown as a branch of conductor 204, leading to a stationary contact member 209 and associated with this is another stationary contact terminal 210. Whenever the circuit including the contact 205 and 206 is open the contacts 209 and 210 will be bridged by an arcuate bridging contact 212 mounted upon a. suitable cam member 213 designed to be mounted on the shaft 91 of either of the structures illustrated in Figs. 3 and 7; and said cam member also carries a cam surface 214c to cause the spring contact 206 to engage the spring contact 205. From the contact member 210 leads a conductor 218 to the terminal contact 198.

lhe other side of the danger signal 203 is connected by a conductor 215 with a stationary contact 216 and associated with this is another stationary contact 217, from which leads a conductor 211 to the other terminal contact 197. The contacts 216 and 217 are adapted to be bridged by a second bridging strip or contact 219 also carried by the cam member 213.

From the foregoing description it may be seen that when a train is running between sig nal points, the cam mechanism is at rest and the operating hooks 55 and 56 are supported in an inoperative position as shown in Fig.

asaaeoe 3 by the rest arms 94. and 95, since just prior to the cam mechanism coming to rest, the safety pins and 71 will have been removed from beneath their respective operating hooks 55 and 56 by the bell crank lever 86 through the action of the cam 90 thereon. During the time the cam mechanism is at rest, thespring contacts 205 and 206 will be in an engagement so as to complete a circuit through the clear signal 202 regardless of the position of the contact member 196.

As the train reaches the signal point and there is no train in the block ahead the con tact strip 84 will be alive so that magnets 61 will be energized and the contact member 196 moved into engagement with the contact ter minal 198, as shown in Fig. 6, at which time a circuit will be completed through the clear signal, the same as above set forth, but short- 1y thereafter the cam mechanism will begin to remove due to the roller 126 on the rocking cam 1223 coming into engagement with the ramp 12 5, and. the rest arms 9 1 and will be disengaged from their respective operating hooks 55 and 56. Since the cam 213, Fig. 6, is revolving with the combined cam and ratchet wheel structure, the circuit which includes the spring contacts 205 and 206 will be opened, but due to operation of the cam mech anism the contact points 209 and 210 will be bridged by the contact strip 212, so that a .circuit through the clear signal is provided by the parts 200, 201, 202, 204, 209, 209, 216, 210, 218, 198, 196, and 199.

Should no current supply be passing to the contact stripiid, Fig. 3, due to said contact strip being short circuited by a train in the block ahead, then the contact member 196 will not be moved by the magnets, and't'here'fore the safety pins 7 0 and 71 will not be projected in the path of travel of the operating hooks 55 and 56, so the contact member 196 will be 1n engagement with the contact terminal 197. Under such conditions, when the cam mechanism is operated due to contact of the roller 126 on the rocking arm 123 with the ramp 125, the contact members 216 and 217, Fig. 6, will be bridged by the contact strip 219, and a circuit completed through the parts 200,

201, 203, 216, 219, 217', 211, 197, 19c and 199 but 1 both circuits through the clear signal 202 will be opened by disengagementof the spring contacts 205 and 206, and by disengagement of the contact strip 196 from the terminal contact 198.

It will now be obvious that by the use of any combination of the parts herein described, should a danger signal be given at any time, the operator of the railway vehicle or train may be given a visible or audible indication or both within the cab of the vehicle, and should this or the outside signal be disregarded the power will be shut 0e" and the air brakes, applied to bring the vehicle or train to a stop. To make an application of memos-1 the brakes, the slide valve 19 must be opened, and if this is so located that it is inaccessible except from the ground, the railway vehicle or train must be brought to a complete stand-still before said slide valve can be closed.

In Figs. 11 and 12 I have illustrated a and has journalled therein one end of a shaft 233 on which is mounted a gear 234 meshing with the gear 229, and said gears are held in engagement by the strap bearing 235 which permits the shaft 233 to move about the shaft 230, and the gear 234 to walk around the gear 229 One part of a double universal joint 236 is connected with the inner end of'the shaft 233 and another part of said double universal joint is connected to a two-piece shaft designated by the numerals 237 and 238. The

' parts of the two-piece shaft are connected with a sleeve 239, onepart, as 238, being fixed to the sleeve and the other part has a pin 240 registering with the longitudinal through and through slot 241 which ermits the parts of the two-piece shaft to sli e or move longitudinally relative to each other and still revolve together.

On the part 238 of the two-piece shaft is mounted a car 242 which meshes with the gear 243, said gears bein maintained in en.- gagement by the strap e'arin 244 which will permit the two-plece sha t to move a limited amount about the axis of the gear 243. The gear 243 is fixed on a shaft 245 j ournalled in suitable bearings 246 and 247, and on said shaft is a bearing 248 to receive the outer end of the art 238 of the two-piece shaft.

At t e upper end of the vertical shaft which may pass through the floor of the railway vehicle isa crank 249 for connection with the hooks 55, 56 and 100 for oscillating. said hooks.

This structure allows transmission of 'mo tion from the vehicle su porting wheels to a location within the body regardless of the horizontal or vertical movements of. said body relative to the supporting wheels.

Although I believe 1t is well understood, I want to mention that the well-known flexible shaft can be used as an equivalent of the drives herein shown and described.

Of course, I do not wish to be limited to I the exact details of construction as herein shown, as this may be varied within the limits of the appended claims without departing from the spirit of my invention.

Having thus fully described my invention what I claim as new and useful is:

1 In a. train stop, the combination with a switch in the electric line leading from a source of power and an air brake system, of a bell crank lever suitably supported and having'one arm projected behind the "movable member of the switch, a hook mounted for longitudinal slidingv movement connected with the other armof the bell crank lever, a conduit connected with the exhaust side of the air brake system, a regulating valve in said conduit, a stop valve in said conduit, means'to permit the manual closing of said sto valve, a hook mounted for longitudinal sli ing movement and connected with said stop valve, a pair of operating hooks, each arranged for cooperation with one of the first mentioned hooks, means to oscillate said operating hooks from a movable partof the railway vehicle, and means to control the engagement of said operating hooks with the v first mentioned hooks.

2. The structure set forth in claim 1, wherein the means for controlling the engagement of said operating hooks with the first mentioned hooks, consists of a number of cams removably mounted on a shaft, a ratchet wheel associated with said cams, means dependent upon a ramp adjacent track rails over which the railway vehicle travels to give an initial movement to the cams and ratchet wheel, a cam operating hook associated with the first mentioned operating hooks and oscil-' lating therewith, means to normally hold said cam operating'hook out of engagement with said ratchet wheel and engageable by one of the cams but released upon the initial movement of said cams,whereby said cam operating hook: will engage the ratchet wheel to intermittently rotate said wheel and the cams, rests in the path of travel of two of the cams and eoacting with the, first mentioned operating hooks to hold them out of engagement with the hooks connected with the stop valve and switch until released by the rotation of the cams,-safety pins also cooperating with the first mentioned operating hooks, electrical operatin means to project the safety pins under said operating hooks and prevent their engagement with the hooks connected with the stop valve and switch, means cooperating with another of the cams and with the safety pins to withdraw the latter from the path.

of travel of the first mentioned operating hooks while the rests are in a position to pro:

vent descent of the operatin hooks, so that stop valve to cause an application of the air brakes and means adjacent to track rails'at signal points to supply current to the safety pin electrical operating means.

3. In a train stop, the combination with a railway vehicle having power means to drive the same and an air brake system, of means to control the power, means to control, the application of the brakes, a hook'connected with the power controlling means, a second hook connected with the air brakecontrolling means, a pair of operating hooks each arranged for cooperation with one of the first mentioned hooks, means including a flexible drive for oscillating the operating hooks, whereby when the latter are in engagement with the first mentioned hooks the power will be shut off and the air brakes applied, means normally inthe path of travel ofthe operating hooks to prevent them engagingthe first mentioned hooks and other means normally out of the path of travel of said operating hooks but rojectably into the path of travel of said rating hooks when it is desirable that sair operating hooks en 'age the first mentioned hooks at the time t 1e means normally in the path of travel of the operating hooks are withdrawn.

4. The structure set forth in claim 3, where in the flexible drive consists of a gear mounted on an axle of the vehicle, another gear meshing with the first mentioned gear, a shaft on which the second mentioned gear is mounted, another gear mounted on said shaft, a gear with which the third gear meshes, a shaft having one end journalled in a bearing movable about the axis of the fourth gear, a gear mounted on said last named shaft and meshing with the fourth gear, a two-piece shaft in end-wise alignment, an extensible connector attachedto the parts of the twopiece shaft, whereby said parts will revolve in unison while permitting end-wise movement relative to each other, a. double universal joint connected with the second named shaft and the two-piece shaft, 'a-vertical shaft, a

crank thereon for connection with the o rating hooks, a gear on said vertical she a gear on the two-piece shaft meshing with the last named gear and a bearing on the vertical shaft and movable thereabout, and in which the two-piece shaft is journalled.

5. In a train stop, the combination with an electrically driven railway vehicle having a switch in the electric line leading from a source of power and an air brake system, of a pair of hooks one of which is connected with means for opening the switch when its respective hook is moved end-wise, while the other hook is connected with a valve to be opened for exhausting the train line to cause an ap-' plication of the brakes when said other hook is moved end-wise, operating hooks mounted for end-wise reciprocation and enga cable with the first mentioned hooks only w en it.

masses affixed my signature.

. MICHAEL MAILE. 

